Steam-engine



' (Nb Model.) 2 Sheets-Sheet 1.

J. T. LEMON.

STEAM ENGINE No. 463,758. Patented Nov. 24, 1891.

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unrma, WASMINGYON n c (No Model.) 2 Sheets-Sheet 2.

J. T. LEMON.

STEAM ENGINE.

No. 463.758. Patented Nov. 24, 1891.

WITNESSES: INVE/VTUI? MM 707?: lemon if/g BY W wigs ATTORNEYS STATESSTEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 463,758, dated November24, 1891. Application filed December'24, 1890. Serial Nd. 375,705. (Nomodel.)

To all whom it may concern.-

Be it known that I, JOHN T. LEMON, a citizen of the United States,residing at Columbus, in the county of Franklin and State of Ohio, haveinvented a certain new and useful Improvement in Steam-Engines, of whichthe following is a specification.

My invention relates to the improvement of steam-engines; and theobjects of my invention are to provide a double-cylinder engine of suchconstruction as to produce a steady generation of power and a steadymovement of the engine in one direction, to connect the pistons with onecrank-pin, to facilitate the counterbalancing of the engine, to providea superior operation of the valve-gear in connection therewith, toprovide crossheads of superior construction, to provide improved meansof reversing the engine, and to produce these improvements in a neat andreliable manner without complication. These objects I accomplish in themanner illustrated in the accompanying drawings, in which I Figure l isa central vertical section of the cylinder, showingthe crank-disk andthe parts connected therewith in elevation. Fig. 2 is a detail view ofthe crank-pin, showing in section the pin-bushing and crank-rod ends.Fig. 3 is an end view of said pin. Fig. 4 is a vertical section of oneof the cylinder guidenecks and the cross-head therein, taken at rightangles with the position shown in Fig. 1. Fig. 5 is a transverse sectiontaken on line a; 00 of Fig. 4:. Fig. 6 is a side elevation of theengine. Fig. 7 is a view, partly in section and partly in elevation,taken on dotted lines 1; Q) of Fig. 6 and showing the reversing gear;and Fig. 8 is a sectional view taken on two planes, as indicated on thedotted lines y y of Fig. 7.

Similar letters refer to similar parts throughout the several views.

(It and I) represent, respectively, the steamcylinders of my improvedengine, and a b the cylinder guide-necks, which are formed with andproject from the heads of said cylinders. The cylinder-bodies so formedare supported in such converging-position upon a suitable triangularframe 0 as to bring their axes at right angles with each other.

m m represent, respectively, the steamchests, which are supported fromtheinner sides of the cylinders and which may be of any well-known form.

m represents ports which lead in the usual manner from said steam-cheststo the interior of the cylinders, and m are the exhaust-ports, which areformed in the side walls of the cylinders and communicating with saidsteamchests between the ports.

m represents the steam-chest feed-pipes.

d d represent, respectively, the cylinder piston-heads; 61 01 thepiston-rods, which project in the usual manner through the cylinderheadsinto the guidewaysa b. Each of these cross-heads consists, as shown indetail in Figs. 4: and 5, of a cylindrical or tubular body 6 the upperand lower sides of which are thickened, as shown at 6 The inner endportion of each of these cross-heads has its outer surface depressed orcut away at opposite points, as

shown at e and within said inner portion is formed a transverse web,into which is screwed, centrally, the threaded outer end of thepiston-rod, said piston-rod being assured in its position in said web bya set-screw e which extends from one of the depressed sides of thecross-head into the web a and has its inner end abutting against thethreaded surface of the piston-rod, as shown in Fig. 4 of the drawings.

ffrepresent, respectively, the connectingrods, the inner end of each ofwhich extends within one of the cross-heads and is j ournaled upon atransverse pin f therein, the ends of said pin extending within thewalls of the cross-head and being prevented from turning therein byset-screws), which extend longitudinally through the thickened portionsof the cross-head wall, and their inner ends bearing against said pin.

g represents the crank-disk, which is mounted upon the end of ahorizontal shaft g on the forward side of the frame, said shaft beingjournaled in the apex of the frame 0 at the vertex of the axis of thecylinders.

9 represents a crank-pin which projects eccentrically-fromsaidcrank-disk, said cranle pin having separated projecting flanges 9the outer one of which is, as shown in Fig. 3 in the drawings,detachablyconnected with the outer end of the crank-pin by being screwed thereon.The crank-pin is surrounded between said flanges g by a bushing-sleeveg, the ends of which are surrounded by and rigidly connected with thearms of the bifurcated end of the connecting-rod f. The central portionof the bushing-sleeve g is surrounded loosely between the arms of theconnectingrod f by a bushing-ring which is driven or otherwise fixedwithin a central opening in the upper enlarged end of the connecting-rodThe manner of assembling the parts above mentioned upon the crank-pin isas follows: The bushing-ring g is first driven or otherwise firmly fixedwithin the bearing-opening ofthe upper end of the connecting-rod Thefork-arms of the connecting-rod f" are then made to embrace oppositesides of the head of the rodf, and the bushing-sleeve g made to connectsaid rod f and the fork-arms of the rod f by driving the same throughthe central opening of said fork-arms, allowing it to pass looselythrough the bushing-ring 9 It will thus be seen that the bushing of theconnecting-rod f has its bearing upon the crank-pin, while the bushingof the rodf has its bearing upon the bushing of the rod f, The partshaving been assembled as described and the central bushing-sleeveslipped upon the pin, the head g is then screwed upon the outer end ofthe crank-pin.

3 represents the counterpoise or weight formed on the crank-disk gdiametrically opposite the crank-pin.

2' represents the valve crank-wheel, which is mounted on the forward endof a shaft F, the latter being journaled in the frame vertically beneathand parallel with the shaft g. This valve crank-wheel is provided a withan eccentric or crank pin 9 which projects therefrom and to which aresecured in the manner prescribed for the connecting-rodsf f the ends ofvalve-connecting rods 7a. The lower ends of these valve crank-rod s arejointedly connected with the upper ends of valve-rods 7,2 M, which enterin the usual manner the upper ends of the steam-chests m and carry ontheir lower ends sliding valves k, which are adapted to slide withinsaid steam-chests and alternately open and close ports m in the ordinarymanner.

As shown in Fig. 6 of the drawings, the frame is formed of two uprighttriangular portions, which project from a suitable base. The crank-diskshaft, which is supported, as hereinbefore described, in the apex ofsaid frame, carries between said frame portions a gear-wheel 1..

n represents parallel horizontal rods, one of wh1ch extends between theside arms of each of the upwardly-extending frame portions at pointsbeneath the crank-disk shaft. Each of these rods n has mounted looselythereon a sliding bearing-piece n, which consists of a short sleevewhich surrounds said rod and a short tubular boxingpiece 91 formed withthe upper side of said sleeve and crossing the latter at right angles.Bearing within the boxing-piece n are the ends of a horizontal shaft Zwhich carries on its central portion a gear-wheel Z which meshes withthe wheel 1 above. The shaft 6 also carries a gear-wheel Z which gearswith said larger gear-wheel Z From one of the boxing-pieces 12. extendsoutwardly between the frame portions a reach rod or arm 1), the outerend of which is pivotally connected with a lever-arm p, which has itslower end pivoted to the frame.

19 represents a curved stop-bar or toothed quadrant, which has one ofits ends rigidly connected with the frame 0, from which it projectslaterally, and has its outer end connected with a frame-standard 13which extends upwardly from said frame. This stopbar 19 is thussupported in rear of the lever 19 above the connection of the latterwith the reach-rod. The lever 19 has pivotally connected therewith theordinary form of springactuated pawl I, which is adapted to engage withthe teeth of the quadrant p and which is operated by the usual form offinger-piece t. It is obvious that a connection may be formed betweensaid lever and the remaining boxing-piece by connecting the latter witha shaft or rod extending from and forming the pivot of the lever.

The operation of my device is as follows: For illustration we willsuppose that the parts are in the position shown in Fig. 1 of thedrawings-z'. e., the pistons being near the lower ends of thecylinders,and the crank-disk so turned that its crank-pin is verticallybeneath the center ofthe disk, and that the ports of the cylinder b andthe upper port of the cylinder at are closed by the valves 70. Steamentering the lower port of the cylinder a and filling the lower portionof the cylinder will operate to drive the piston 01 and its pistonrodand cross-head upward. This upward movement will result in the turningof the crank-disk in the direction indicated by the arrow in Fig. 1,which movement will result in the downward movement of theconnecting-rod f, piston rod d and piston (1' of the cylinder 1). Therotation of the crank-disk shaft g thus imparted will transmit, throughthe gear-wheels Z Z P, such rotary motion to the Valve crank-wheel g, asto open the lower port of the cylinder b when the piston-head (1' shallhave reached the lower portion of the cylinder Z). The pressure thusexerted upon the piston (1 will result in the upward movement of thelatter, which, in conjunction with the continued upward movement of thepiston (Z, will result in the continuous rotation of the valve-diskuntil the piston (Z shall have reached the upper portion of itscylinder, when the valve crank-wheel will have turned sufficiently toclose the lower port of the cylindera and open the upper port, thusimparting a downward movement to the piston cl and a continuous upwardmovement of the piston cl until the crank-pin g is again past the centerof the crank-disk. It will thus be seen that power will be transmittedto one point on the crank-disk from both cylinders, and that at no timewill said crank-disk be free from the pressure of one of the cylinders,which will result in a steady movement of said crank-disk in onedirection. From the herein-described connection of the connecting-rodswith the crank-pin it will be seen that each of the connectingrods isjournaled upon a separate bushing, and that the outer bushing beingjournaled upon the inner bushing the latter forms a bearing for bothrods, thus obviating any tendency toward jar which might occur from thelost motion on the crankin or main shaft-bearing. It will be observedthat the only friction between the in ner and outer bushings will resultfrom the difference in angularity of the rods. It will also be seen thatby the construction described and shown and by having the weight of thecounter-balance equal to the working parts of one cylinder and a part ofthe con necting-rod of the other the counter-balance ot' the engine willbe complete in every direction, and by said construction thecounterbalance has one set of working parts to work against, or part ofboth sets at all points. This will enable the engine to run at thehighest possible speed without any unequal strain or Vibrating motion ofthe foundation or boiler on which the engine rests.

The use of the herein-described tubular cross-head with theconnecting-rod extending therein and connected therewith, as described,admits of a broad bearing of the connectingrod n with the cross-headpin, which greatly adds to the durability and serviceable quality ofsaid connection. It will also be seen that a desirable increase in thebearing-surface between the cross-head .and the inner surface of thecross-head guide is attained by the construction shown and described.

In case it is desired to reverse the movement of my improved engine thelever 19' may be forced inward to the position shown in dotted lines inFig. 7 of the drawings. 7 This inward movement of said lever willresult, through pressure of the rod 19 on the shaft Z in a forcing ofthe central gear-wheel Z to the posit-ion shown in dotted lines in saidfigure, the sleeve portions of the bearingpieces n sliding upon the rods12. during said movement. As will readily be seen, this movement of thecentral gear-wheel will result in such rotation of the wheel Z as tocause, through the consequent movement of the shaft 4?, a change oflocation of the crankpm of the valve crank-wheel to the position shownin dottedlines in Fig. 1 of the drawings. This change in position of thevalve crank-pin and its connecting-rods will result in such change inthe opening and closing of the cylinder-ports as to produce a reversalin the operation of said parts. It is obvious that this method ofreversal may be readily and simply performed when desired and that thecounterbalancing of the Valve-disk 'imay be attained in the mannerprescribed for the crank-disk.

It will be seen that by forcing the Valvegear Wheel Z to a positionnearer vertical alignment with the gear-wheels l and Z the lead will beincreased and the admission of steam within the cylinder will beshortened an expansion increased, thus producing economy in theuse ofsteam.

In forming my .improved engine it will readily be seen that I may, ifdesired, arrange the steam-chests on the upper sides of the cylindersand support the valve disk above instead of below the crank-disk andthat other similar changes relating to the 10- cation of parts, &c., maybe produced without altering the principle of my invention.

Having now fully described my invention, what I claim, and desire tosecure by Letters Patent, is

1. In a steam-engine, the combination, with the two cylinders a I),supported at right angles with each other, acrank-disk supported at thevertex of theiaxes of said cylinders, a crank-pin projecting from saidcrank-disk, a bushing-sleeve surrounding said pin, anda shorterbushing-ring centrally surrounding said sleeve, of the connecting-rods ff, the former having the bushing-ring g fixed thereto, and the rod fhaving, as described, the bushing-sleeve fixed thereto, upon which saidbushing-ring is journaled, substantially as described.

2. In a steam-engine-reversing mechanism, the combination, with theframe, a main shaft and valve-disk shaft mounted therein, andgear-wheels Z and Z thereon, of an intervening gear-wheel Z supported insliding bearings and adapted to be made to gear with and be supported atdifferent angles with said wheels Z and Z as and for the purposespecified.

JOHN T. LEMON. In presence of- O. O. SHEPHERD, F. H. SHEPHERD.

